• Journal of the Korean Geographical Society
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• v.32 no.1
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• pp.69-90
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• 1997

The purposes of this study are to analyze changes in land value and land use of the surrounding area of Konkuk subway station and to suggest the direction of development of that area, which is designated as the micro planning district. KonKuk subway station which is one of nodes in subway line 2 will be completely connected to subway line 7 in 1998. Therefore, as a transfer station, the accessibility for KonKuk station would be increased very much due to the expansion of subway network system. This study analyzes land use types and land values within 200m from the four exits of the station and examines how subway station influences land use types and land values at surrounding areas. Based on the result of the current land use pattern and questionaire related to the direction for the future development of KonKuk subway area, this study suggests the effective and desired direction of development strategies in creating cultural environment appropriate for a university neighborhood.

• Journal of Korean Society of Transportation
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• v.27 no.2
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• pp.15-22
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• 2009

There exist some limits when we forecast urban railway demand by traditional 4 step model. The first reason is that the model based on socioeconomic data by an administrative unit, 'Dong', yields a 'Dong' unit trip matrix. But a 'Dong' often has two or more stations. The second reason is that urban railway demand by station would be affected rather by station access area on foot than by a 'Dong' unit. So the model based on 'Dong' characteristic data have some inaccuracies in itself. Owing to the limits of the model based on 'Dong' unit data, there exits some difficulty in forecasting urban railway demand by station. So this paper studied two alternatives. The first is to forecast the demand by using the data of station access area on foot rather than 'Dong' unit data. This needs too much time and effort to collect data and analyse them, while the accuracy of the model didn't improve a lot. The second is to adjust the location of 'Dong' centroid and the length of centroid connector link. By this way we can reflect the characteristics of station access area on foot under traditional 4 step model. Comparing the expected demand to the observed data for each station, the result looks like very similar.

• Journal of the Korean Society for Railway
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• v.17 no.3
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• pp.201-209
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• 2014

Transit Oriented Development(TOD) has been the dominant paradigm for urban development. The traditional approach to the development of urban rail station areas demonstrates apparent weaknesses when it comes to compact and mixed-use types of development for these stations. Thus, the objective of this study is to derive evaluation indicators with which to assess urban rail station areas using TOD planning elements. A focus group interview was conducted to explore TOD planning elements. In order to examine the level of TOD to be achieved, an AHP technique was utilized to analyze the importance of several variables. Z-scores and Re-scores were applied to derive the values for the stations. The Variables related to the land use type, mixed use, floor area, and public transit were found to be the major contributing factors to the achievement of TOD in urban rail station areas. The results of this study show that the level of TOD achievement varies according to the major land use, density, accessibility, and mixed-use planning elements.

• Transportation Technology and Policy
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• v.7 no.3
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• pp.119-125
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• 2010

• Transportation Technology and Policy
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• v.8 no.1
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• pp.89-98
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• 2011

• Journal of Cadastre & Land InformatiX
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• v.49 no.1
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• pp.157-179
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• 2019

The Seoul's 2030 Youth-Housing has been regarded as the only option to procure rental housing sites in downtown Seoul. But its supply did not catch up with the initial expectation, and the criticism that it may disrupt the current zoning system of the city has persisted. Consequently, the 2030 Youth-Housing policy has undergone amendments for six times within the last three years, and the significant changes in its guideline also have been made within the last one year. The study, in this context, tries to figure out the tendencies of those changes made in the guidelines so far by analyzing the aspects of the parcels allowable for Youth-Housing as well as the areas allowable for up-zoning. In the process, the propositional logic is to be adopted to draw the scope of the buildable areas for Youth-Housing. For this, the study refines the raw GIS data, inputs the values for each proposition, and proceeds the logical operation to judge every parcel of the city to discern whether it is eligible for a buildable site and/or for up-zoning for Youth-Housing. It is seen that: 1) the buildable sites rather evenly distribute around the peripheral subway-station areas while more concentrating on the quasi-residential and commercial areas; and 2) the areas eligible for up-zoning have the tendency to concentrate more on quasi-residential areas than others.

• Journal of the Economic Geographical Society of Korea
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• v.19 no.3
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• pp.423-436
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• 2016

In a densely developed metropolitan area, the subway system is often constructed to address the mobility problems. Subway system was first introduced in Seoul in late 1970s, then Korean metropolitan cities began to adopt the system later. Subway systems not only resolve the mobility problems, but also interact with regional socioeconomic landscape. This study aims to find the association between the subway network and land rent within the subway catchment areas in Gwangju metropolitan city in a spaciotemporal framework. The analysis results indicated that proximity to the subway station and the size of nearest road were positively associated with the land rent. Also from a cluster analysis, it was found that the old and new Central Business Districts as well as stations at peripheral areas had distinctive land rent change characteristics. This empirical analysis indirectly proves the strong association between land rent and urban planning and also the positive relationship between land rent and transportation networks.

• The Journal of the Korea Contents Association
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• v.11 no.2
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• pp.457-465
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• 2011

This research, which was started with a need for constant monitoring to find out urban societies and spacial effects by urban railway after the opening, was intended to empirically explore urban and social changes by the opening of Daejeon City metro line 1st which would greatly affect the spacial structure of the city. For this goal, we expected the effect of urban subway on the city with academic consideration and precedent study. Monitoring results of the subway station areas of Daejeon City metro line 1st showed the opening of urban railway had an influence on the flow of urban plan and urban space structure through population, land use, total-developing areas, and land price change. In other words, as urban railway opens the number of population and population activities centered on the subway station areas, and these movements led to the expansion of the commercial areas. Finally, they caused the average land prices to rise. Likewise, urban monitering is significantly useful comprehending the generally time-periodic changes of cities and even conceiving the present cities.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.2
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• pp.259-268
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• 2016

The core strategy of transit oriented development (TOD) is to promote high density mixed land use around railway stations. Case studies in advanced countries show that provision of policies for comprehensive maintenance of pedestrian facilities around railway station spheres is being pursued with efficacy. In spite of the importance placed on integrated pedestrian maintenance, domestic construction of integrated pedestrian infrastructure around railway station spheres lacks direction. Thus, there is a clear need for an evaluation standard that can provide the foundation for judgments on TOD improvement. This research proposes a network model that consolidates the interior of the station as well as its surrounding areas to determine the ease of pedestrian flow for effective TOD evaluation. The model considers the railway station and surrounding areas as an assembled network of pedestrian flow. The path chosen by the pedestrian is defined as the optimal degree of inconvenience, and expands on Wardrop's User Equilibrium (1952). To assess the various circumstances that arise on pedestrian facilities including congestion of the pedestrian pathway, constrained elevator capacity, and wait at the crosswalk, a variational inequality based pedestrian equilibrium distribution model is introduced.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.6
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• pp.1329-1338
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• 2015

This article aims to develop model for the right policy Tools available from the cause analysis regarding the regional differences of subway modal split in Seoul metropolitan area. This allows two major factors of the most influential subway modal split to be proved and Portfolio Analysis is conducted. The results are as follows. Firstly, the two primary factors affecting subway modal split were shown as subway adjacent area and local line bus. It signifies that expansion of subway adjacent area, establishing the number of the subway stations and increase of local line bus are required in order to improve a diminishing subway modal split. Following that, pattern of the improvement to strengthen better subway connections are classified according to the two areas which are Concentration Area of Improvement in Subway Station Area (CAISSA) and Concentration Area of Improvement in Local Bus (CAILB). Our study revealed that Ganbukgu, Seodaemungu, Geumcheongu, and Gwanakgu were selected as the area of CAILB and Songpagu, and Junggu were selected as the area of CAISSA. As all things are considered, transportation policy makers should be taken into account in the two main factors driven by our study according to types in order to enhance the future subway share proportion.